By-pass structure



Jan. 31, E967 s. KRUG ETAL. 3,301,146

BY-PASS STRUCTURE Filed Oct. 27, 1964 5 Sheets-Sheeil l 23 FIG] jan' 31, 1967 s. KRUG ETAI.

BY-PAss sTRucTURE 5 Sheens-Sheei'l 2 Filed Oct. 27, 1964 Jan, 3l, 1967 s. KRUG ETAL BY-PASS STRUCTURE 5 Sheets-SlleefI 3 Filed Oct. 27, 1964 FIG.8.

HG-E.

m a w @Wash M mrm R WKKO m d e K A enz m m n mM w w 2 Ahr/l Y, .B. G F 4 5 Y U 7 United States Patent O 3,301,146 BY-PASS STRUCTURE Siegfried Krug, Marianne Krug, and Franz Kosch, all of Rheinhausen, Germany, assignors to Beteiligungsund Patentverwaltungs G.m.b.H., Essen, Germany Filed Oct. 27, 1964, Ser. No. 406,676 Claims priority, application Germany, Nov. 5, 1963, B 74,139 9 Claims. (Cl. 94-1) 'Ihe present invention relates to a by-pass structure for use in conjunction with motor vehicle roads.

Various attempts have been made to eliminate traic jams which occur at certain points on a highway, for example at construction sites. This may be done, for instance, by detouring the entire tratiic moving in one direction, or by detouring a portion of the tratlic moving in each directionpreferably the traic moving at higher speed-over a two-lane by-pass which is constituted by an elevated roadway which is temporarily constructed over the actual roadway of the highway or over the dividing median between the two roadways which carry trai-lic moving in opposite directions. The present invention, therefore, concerns itself with a by-pass which is suitable for the above-described purpose, namely, a temporary roadway construction which is particularly well adapted for being easily assembled and disassembled, which is economical, and which is so constructed that it can readily be transported to wherever the by-pass has to be erected.

Accordingly, the present invention resides, basically, in a vehicle by-pass for enabling a two-lane vehicular roadway to accommodate four lanes of vehicular traiiic, which by-pass extends along Va stretch of the roadway and has, in a plane transverse to the roadway, a generally inverted U-shaped cross-sectional configuration which is made up of two generally upright means that are arranged on the roadway and a transverse means which extends over the roadway and is connected to the upright means so as, in practice, to form a frame-like structure. The two upright means are spaced apart a distance suicient to permit the flow therebetween of a iirst vehicular trailc lane directly on the roadway, the transverse means being spaced above the roadway a height sufcient to afford clearance for this first vehicular traftic lane on the roadway, in consequence of which the roadway itself may be considered to serve as a iirst road means of the by-pass. The transverse means itself constitutes a second road means for supporting a second tratic lane above the first trai-lic lane. The by-pass according to the present invention further includes third and fourth road means which themselves are but a relatively short distance above the roadway and which support third and fourth tratiic lanes, respectively. Each of the third and fourth road means extends, from the bottom of a respective one of the two uprights, laterally away from the first traffic lane and beyond Ithe roadway and overland adjacent the roadway. Each of the third and fourth road means has side edges one of which is connected to the respective upright means and the other of which side edges is supported on the ground.

In practice, the vehicle by-pass will be constituted of a plurality of units or sections, positionable one after the other, to form the entire by-pass, and each unit comprises two panels constituting the two upright means, respectively, while the second, third and fourth road means are constituted by respective plate means.

In accordance with a further feature of the present invention, the plate means constituting the third and fourth road means are hingedly connected to the respective upright panels so as to allow these last-mentioned two road means to be swung upwardly toward or even against the panels so that when the unit as a whole is raised prior to ICC its being moved over the roadway to a new stretch of highway where a by-pass is needed, the late-rally extending road means will clear obstructions that might otherwise impede the movement of the unit.

Additional objects and advantages of the present invention will become apparent upon consideration of the following description when taken in conjunction with the accompanying drawings in which:

FIGURE 1 is an end View of one of the units of the by-pass and depicts the inverted U-shaped cross-sectional configuration of the by-pass.

FIGURE 2 is a side view of one unit of the y'by-pass according to the present invention.

FIGURE 3 is a view similar to FIGURE 1, but shows a modified embodiment of the by-pass, the same being depicted as running under a bridge which crosses over the stretch of roadway on which the by-pass has been erected.

FIGURE 4 is an end view of one of the units, the solid lines depicting the position which third and fourth road means occupy when the unit is to be moved over short distances, while the phantom lines show the position of the two road means when the same have been swung completely upwardly, to allow movement of the unit over longer distances.

FIGURE 5 is a side View of a by-pass according to the present invention, and shows also one terminal where the by-pass effects a transition from the roadway over which it runs to an adjacent roadway.

FIGURE 6 is a plan View of the 'by-pass shown in FIGURE 5.

FIGURE 7 is a side view of lthe by-pass, the same having been modified such that the elevated traic lane, i.e., road means constituted by the transverse means, runs over a bridge crossing the roadway on which the by-pass is erected.

FIGURE 8 is an elevational view, partly in section, showing on an enlarged scale the left-hand portion of the structure depicted in FIGURE 3.

FIGURE 9 is a sectional view taken on line 9-9 of FIGURE 8.

FIGURE 10 is a sectional view taken on line 10-10 of FIGURE 8.

FIGURES 11 `and 12 show two embodiments of hydraulic jacks for supporting the free edges of the lateral roadways and the upright posts, respectively. I

Referring now to the drawings and to FIGURES 1 and 2 thereof in particular, the same show a by-pass according to the present invention which includes a support consisting of a series of units 1, connected one afterthe other, each having a length of, for example, 15 meters. Each unit has two trussed panels 2, 3, and three carrier plates 4, 5, 6, each providing a roadway for one vehicular traic lane. The plates may, for example, be prefabricated reinforced concrete plates, or they may be suitable flat structures made of steel or light metal, as, for example, hollow plate members. Each of the panels 2, 3, comprises posts 7, trussed by diagonal struts 14 (FIGURE 2), the upper ends of which posts 7 are connected with plate 4 in such a manner as to be resistant to bending, thereby to form a rigid frame. In practice, the posts 7 will be spaced from each other, in the direction of the length of the roadway, a distance no greater than the width of one of the carrier plates. The posts 7 rest on the two-lane roadway 8, this being, for example, one of the roadways of a four-lane divided highway, suitable shoes 9 being interposed between the posts 7 and the surface of the roadway 8. The bottoms of the posts 7 will be provided with suitable jacks which may be in the form of worm drives 10 (FIGURE 2) arranged on both sides of each respective post, so that the posts 7 may be raised off the roadway 8. Instead of the worm drives,

the jacks may be constituted by any other lifting device, as, for example, a hydraulic jack.

As is best seen from FIGURE l, the arrangement of -the panels 2, 3, and the carrier plate 4 is such that there is formed a cross section, bounded laterally by the horizontally spaced apart panels 2, 3, and at the top by the carrier plate 4 'above the roadway 8, which allows a single lane of vehicular traic to move on the roadway 8 proper, i.e., the panels 2, 3, which constitute two upright means of the inverted U-shaped cross-sectional conyfiguration of the by-pass, are spaced apart a distance sufficient to permit the flow therebetween of what may be termed a first vehiculartraiic lane, the transverse means of this inverted U-shaped configuration, constituted bythe plate 4, being spaced above the roadway a height sufiicient'to afford clearance for this first vehicular traffic lane, so that the roadway 8 itself, though not, strictly speaking, a structural -component or piece of hardware of the by-pass, may be considered as serving as a first road means of the by-pass. This single lane of ltrafiic is represented, in FIGURE l, by the vehicle 11.

by-passac'cording to the present invention used on a roadway while the latter runs under a bridge 26 supported by pillars '27, the plate 4 is carried by shoes 15 which are mounted on the posts so as to be resistant to bending Awith respect thereto, these shoes being slidable along the length of the posts so that the height of plates 4 can be adjusted.

The carrier plates and 6 are arranged on the panels 2, 3, respectively, andv extend laterally therefrom in opposite direction away from the first traffic lane. The plates `5 and 6 are arranged but a small distance above the roadway v8.l The plates thus extend over the shoulders 16 as well as' the adjoining edge portions of the terrain immediately ladjacent the roadway 8, i.e.,- the dividing median 17 and the strip 18 which, in FIGURE l, will be seen to slope downwardly. The plates 5, 6, are attached,

-atV their inner side edges to the posts 7 by means of joints N19, which'may be attached to the curbing. The joints 19 are vinthe form of pivots whose axes extend in the vlongitudinal direction of the roadway. The pivots are likewise mounted on the posts so as to make it possible for the height of the pivots above the roadway 8 to be adjusted. The outer side edges of the plates 5, 6, which are likewise equipped with suitable curbing, `rest on the ground through the intermediary of suitable jacks, e.g., worm drives 20.

The carrierplates 5 and 6 serve as third 4and Afourth road means, which support third and fourth trafiic lanes ,.respectively. -The same are depicted, symbolically, by

the vehicles 21 and 22.

As stated above, each of the plates 4, 5, 6, accomlinodates one traic lane, represented, symbolically, by

the vehicles 23, 21 and 22, respectively. As a practical matter, the traffic lanes represented by the vehicles 11 and 23 will be for passenger vehicles while the traffic lanes represented by the vehicles 21 and 22 will be for trucksand other heavier traic. As also shown by the front and rear of the vehicles 11, 21, 22, 23;, the traffic llanes 11 and 22, i.e., one lane of passenger vehicle trafiic and one lane of truck traffic, will head in one direction, while the trafiic Ilanes 23 and 21, i.e., one lane of passenger vehicle traic and one lane of truck trafiic, will head in the opposite direction.

FIGURES 5 and y6 show the flow of traffic onto the by-pass, it being assumed that roadway 8 is the twolane roadway of a four-lane divided highway at which construction is to take place at a site B. The two twolane roadways 8, 8', are separated by the median 17. The by-pass will then be arranged on the other two-lane roadway 8, i.e., the individual units 1 making up the by-pass will be positioned on the roadway which does not run over the construction site B and will overlap onto the adjoining off-road land portions. The elevated roadway constructed by the plates 4, runs into a ramp 24. Arranged between the ramp 24 and the next unit 1, which has the structure described above, is a bridge 25 which has a length equal to that of one of the units and which is supported by the end posts of the ramp 24 and of the first of the units 1. The traflic lane represented by vehicle 11, this being a lane onto which the passenger vehicles have been directed, is routed from roadway S across the median 17 and onto the lower center lane of the bypass, this being the lane running directly on roadway 8. In order to facilitate this transition, the panel 3 of the first unit 1 is angled outwardly somewhat, as best seen in FIGURE 6i.. The truck traffic of the roadway 8 is routed over the lane constituted by plates 6; to facilitate this, the plate 6 of the first unit 1 is somewhat widened and is fashioned as a ramp. The truck traf'lic which would normally run on roadway 8 is routed over the roadwayconstituted by the plates 5, while the passenger vehicle tratlic moving in the same direction is routed over the elevated roadway constituted by plates y4. At the ends of these roadways, the plates 4 and 5 are likewise fashioned as ramps.

Inasmuch as the traffic lane represented by vehicle 11 will be limited to passenger vehicles, the clearance of this lane, i.e., the height of the plates 4 over the roadway 8, can be kept as small as 2 meters. The plates 4, which will be called upon to support only passenger vehicles, can have a relatively low bending modulus so that, in practice,'the plates 4 can be kept as thin as 20 centimeters. Allowing -a clearance of 2 meters for the vehicles that will move over the roadway formed by plates 4, the over-all height of the two lanes of traliic 11, 23will still be low enough to pass under bridge 26 (FIGURE 3), assuming the same to be of usual construction and having the conventional clearance of at least 4.50 and 4.75 meters.

FIGURE 3 also shows that the by-pass can readily clear the bridge pillars 27.

If necessary, the elevated roadway can also be made to cross over a bridge which itself crosses lthe highway. This is shown in FIGURE 5, in which the plates 4 are raised, by posts of suitable height, to the upper edge of the bridge 28. The bridge itself is traversed by a plate 29 which has the necessary bending modulus and which, in practice, will have the same length a-s the bridge 25 shown in FIGURES 5 and 6, i.e., the bridge 29 itself may be constituted by a component, similar tothat constituting the bridge 25.

It will be appreciated that, while FIGURE 7 shows the bridge 29 as being so positioned as to block trafiic across bridge 28, the bridge 29 may be raised above 28 to a height sufficient not to impede traffic across bridge 28. 'Here it should also be noted that, if for any particular by-pass, no bridges across the highway will be encountered, or if it is anticipated that the elevated roadway will cross over, rather than under, a bridge across the highway, as shown in FIGURE 5, the roadway constituted by the plates 4 may from the start be made to have a greater clearance over the roadway 8, i.e., the plates 4 may be 3 to 3.5 meters, rather than only 2 meters above the roadway 8.

The by-pass according to the present invention can be easily and quickly assembled and disassembled, one reason for this being that the individual components which make up the units described above can be made very light and easily connectible. In practice, the plates 4, 5, 6, will be constituted by approximately square plate elements, the edges of which are equal in length to the distance between consecutive posts 7. Alternatively, the individual plate elements may have a length which is an integral multiple of the distance between consecutive posts, e.g., the plate elements can be 2, 3 or more times as long. In `other words, each of the plate means may be constituted by a plurality of plate elements equal in length to n times p, where n is an integer l, 2, 3 and p is the distance between consecutive posts. In certain cases, the plates 4, 5, 6 of each unit 1 may actually be constituted by a single plate element, i.e., by a plate element which has a length equal to the entire l5 meters of the typical unit.

The by-pass according to the present invention is particularly well suited for being moved along the highway as the construction site progresses. All that is needed is to place between the panels 2, 3, dollies 30 which are equipped with turntable-mounted cross beams 31. Arranged at the ends of the cross beans 31 are hooks 32 which can be lifted by means of suitable jacks (not shown). The hooks 32 are so arranged as to engage beneath the curbing 12 so that the entire by-pass can be lifted off the roadway 8. To facilitate the movement of the by-pass unit, the outer plates 5, 6, can be swung upwardly, for example by means of cables 33, so as to clear any obstructions, such as guard rails 34. The by-pass can then be pulled along the roadway, either by means of pull cables or by means of suitable towing trucks, to occupy a new place along the highway.

If the by-pass is to be moved longer distances, eg., several kilometers, along the highway, the plates 5, 6, can be swung all the way up to occupy a substantially horizontal position, as shown by thephantom lines in FIGURE 4, or they can be folded directly against the panels 2, 3.

Instead of providing dollies 30 for moving the Iby-pass, the panels 2, 3, may be equipped with wheels, the arrangement then normally being such that the wheel mounting is provided with a suitable jack which allows the by-pass units to be raised off the roadway.

The lifting devices 10, 20, allow the roadways 4, 5, 6, to be properly positioned with respect to whatever the coniiguration of the terrain alongside of the roadway may be. Also, the adjustable lifting devices allow the roadway to be levelled off from time to time, inasmuch as repeated vehicular traffic may cause some of the supports to settle.

The by-pass may be adapted for use on curved sections of the highway either by beveling one or both ends of individual by-pass units 1, or by interposing between consecutive standard units a wedge-shaped section which has a transverse cross-sectional configuration similar to that of one of the standard units.

Finally, the by-pass may be equipped with railings, illumination, traicsigns and signals, as the needs of any given situation may require.

FIGURES 8, 9 and l0 show details of the adjustable means which allow the height of the roadways to be adjusted with respect to the posts 9. Thus, the shoes 15 which support the upper roadway 4 are sh-own as being provided with screws S2 which engage the flanges of the post 7 and allow the shoes to be secured tightly against the posts, at any desired elevation, while the joints 19 are shown as being carried by shoes 50, similar to the shoes 15, which shoes 50 can likewise be secured, at any desired level, by means of further screws 51 which also press against the flanges of the post.

FIGURES 1l and 12 show hydraulic jacks 53, S4, which allow the heights of the free edges of the lateral roadways and of the posts 7, respectively, to be adjusted as desired.

It will be seen from the above that the present invention allows the by-pass to be kept quite low, this being brought about by the fact that one of the roadways of the by-pass is constituted by the very section of the highway on which the by-pass is erected and that there is a second roadway directly above this lirst roadway, the arrangement being,

moreover, such that it will be the passenger vehicle traic which is directed on these two roadways, the heavier traic being routed over the laterally positioned third and fourth roadways. Thanks to the fact that the second roadway is reserved for passenger vehicles, the plate means forming this roadway need not be made as heavy as would be the case if the upper roadway were called upon to support truck traflic, and this, in turn, makes it possible to use relatively thin carrier plates. These factors, then, contribute to the low over-all height of the by-pass which, in turn, makes it possible, in most cases to route the entire traic below whatever bridges cross over the stretch of highway being by-passed. Also, the fact that four traflic lanes are distributed over the roadway which normally handles two traffic lanes in such a manner that the maximum width is but three lanes, allows the by-pass according to the present invention to clear, laterally the supports or pillars of bridges crossing the highway stretch being -by-passed. Furthermore, the structure as a whole is relatively simple so as to save considerable quantities of structural materials as well as construction costs. It will be understood that yet another significant advantage of the present invention is the fact that the structure can be readily assembled and disassembled.

Furthermore, the by-pass units can, in the manner described above, readily be moved along a stretch of highway` 'so as to serve as a by-pass at a different point along the highway. This is due, in part, to the fact that the upper roadway need not be constructed as a bridge but is, instead, supported at a number of points which are spaced relatively closely to each other in the direction of the length of the unit, namely, by the posts 7 which are spaced `relatively near each other. Consequently, the upper roadway will not be called upon to withstand high bending moments.

Also of importance -is the fact that the structure described above, being constituted by individual units of relatively short lengths, avoids waste, in that once the length of the desired by-pass has been selected, only so Amany units as are needed to fulll this length will have to be erected, thereby reducing the initial costs. Even then, the entire by-pass can be moved, unit by unit, from one point to another.

It will be understood that the above description of the present invention is susceptible to various modifications, changes, and adaptations, and the same are intended to be comprehended within the meaning and range of equivalents of the appended claims.

What is claimed is:

1. A vehicle by-pass for enabling a two-lane vehicular roadway to'accommodate four lanes of vehicular traic, said by-pass extending along :a stretch of the roadway and having, in a plane transverse to the roadway, a generally inverted U-shaped cross-sectional configuration which is 'made up of two generally upright means that arev arranged on the roadway and a transverse means which extends over the roadway and is connected to said upright means, said two upright means being spaced apart a distance suiicient to permit the ilow therebetween of a first vehicular trafiic lane directly on the roadway and said transverse means being spaced above the roadway a height suicient to afford clearance for said first vehicular tratic lane Aon the roadway in consequence of which the roadway itself serves as a lfirst road means of the by-pass; said transverse means itself constituting a second road means for supporting a second traffic lane above said first tnaic lane; said by-pass further including third and fourth road means which are a short distance above the roadway `and which support third and fourth traiic lanes, respectively, each of said third fand fourth road means extending, from the bottom of a respective one of said two uprights, laterally away from said first trafc lane and beyond the roadway and over land adjacent the roadway, each of said third and fourth road means having two side edges one ,of which is connected to the respective upright means and the other of which side edges is supported on the ground; said bypass being constituted of a plurality of individual units, positionable one after the other, to form the entire by-pass,

.each of said unitscomprising two panels constituting said two upright means, respectively, three plate means constituting, respectively, said second, third and fourth road means, and a plurality of jack means interposed between veach of said two panels and the roadway and between said other edges of said third and fourth road means, said plurality of jack means being adjustable independently of each other thereby to permit the by-pass to be adapted to the configuration of the particular terrain whereat it is positioned.

2. Avehcle by-pass as 'defined in claim 1 wherein each of said units includes means for attaching the plate means constituting said third andfourth road means to said two panels, respectively, said attaching means being adjustable in height.

Y3. A vehicle by-pass as defined in claim 1 wherein each unit further comprises wheel means which are adjustable in height for enabling the unit to be raised and rolled over the roadway.

4. A vehicle by-pass as defined in claim 1 wherein at least one unit has at least one beveled end, thereby to permit the .by-passto be adapted to curved sections of the roadway.

5. In combination with a by-pass composed of units as defined in claim 1, a wedge-shaped section having a transverse cross-sectional coniguration similar to that of said units and being positionable between consecutive units, thereby to permit the by-pass to be adapted to curved sections of the roadway.

6. A vehicle by-pass for enabling a two-lane vehicular roadway to accommodate four lanes of Vehicular traffic, said by-passing extending along a stretch of the roadway and having, in a plane transverse to the roadway, a generally inverted U-shaped cross-sectional configuration which is made up of two generally` upright means that are ,arranged on the roadway and a transverse means which extends over the roadwayv and is connected to said upright means, said two upright means being spaced apart a distance sufficient to permit the flow therebetween of a first vehicular traic lane directly on the roadway and said transverse means being spaced above the roadway a height sucient to afford clearance for said first vehicular traflic lane on the roadway in consequence of which the roadway itself-serves as a first road means of the by-pass; said transverse means itself constituting a second road means for supporting a second traiiic lane above said first trafc lane; said by-pass further including third and fourth road means which vare a short distance above the roadway and which support third and fourth traffic lanes, respectively,

each of said third and fourth road means extending, from the bottom of a respective one of said two uprights, laterally away from said first traic lane land beyond the roadway yand over land adjacent the roadway, each of said third and fourth road means having two side edges one .of which is connectedto the respective upright means and the other of which side edges is supported lon the ground; said bypass beingconstituted of a'pluralityl of individual units, positionable one after the other, to form the entire bypass, each of said units comprising two panels constituting said two upright means, respectively, three plate means constituting, respectively, said second, third and fourth road means, said plate means constituting said second road means being connected with said panels to form a frame therewith, and means for attaching tlhe plate means constituting said second road means to said two panels, said attaching means being adjustable in height thereby to permit the height of said second road means above said first road means to be adjusted.

7. A vehicle by-pass for enabling a two-lane vehicular roadway to accommodate four lianes of vehicular traffic, said by-pass extending along a stretch of the roadway and h-aving, in a plane transverse to the roadway, a generally inverted U-shaped cross-sectional configuration which is made up of two generally upright means that are arranged on the roadway and a transverse means which extends over the roadway and is connected to said upright means, said two upright means being spaced apart a distance suiicient to permit theflow therebetween of a first vehicular traffic lane directly on the roadway and said transverse means being spaced above the roadway a height sufficient to afford clearance for said first vehicular traffic lane on the roadway in consequence of which the roadway itself serves as a first road means of the by-pass; said transverse means itself constituting a second road means for supporting av second traliic lane above said first traffic lane; said by-pass further including third and fourth road means which are a short distance above the roadway and which support third and fourth traffic lanes, respectively, each of said third and fourth road means extending, from the bottom of a respective one of said two uprights, laterally away from said first traffic lane and beyond the roadway and over land adjacent the roadway, each of said third and fourth road means having two side edges one of which is connected to the respective upright means and the other of which side edges is supported on the ground; said by-pass being constituted of a plurality of individual units, positionable one after the other, to form the entire by-pass, each of said units comprising two panels constituting said two upright means, respectively, three plate means constituting, respectively, said second, third Vand fourth road means, and pivotal connection means for attaching each of said third and fourth road means to its respective panel, said pivotal connection means having pivot axes extending in the direction of the length of the roadway thereby to permit said third and fourth road means to be swung about said pivot axes so as to raise them, thus to facilitate movement of each unit over the roadway.

' 8. A vehicle by-pass as defined in claim 7, further comprising dolly means` positionable between said panels, said dolly means being equipped with means for raising the unit thereby to allow the same to be moved over the roadway.

9. A vehicle by-pass as defined in claim 8 wherein said dolly means include cross beams and wherein said raising means include grippers arranged at the ends of said cross beams for engaging the unit to lift the same.

References Cited by the Examiner UNITED STATES PATENTS 1,784,728 12/1930 Harriss 94-1 3,034,162 5/1962 Smith 14--72 FOREIGN PATENTS 918,619 2/1963 Great Britain.

JACOB L, NACKENOFF, Primary Examiner. 

1. A VEHICLE BY-PASS FOR ENABLING A TWO-LANE VEHICULAR ROADWAY TO ACCOMMODATE FOUR LANES OF VEHICULAR TRAFFIC, SAID BY-PASS EXTENDING ALONG A STRETCH OF THE ROADWAY AND HAVING, IN A PLANE TRANSVERSE TO THE ROADWAY, A GENERALLY INVERTED U-SHAPED CROSS-SECTIONAL CONFIGURATION WHICH IS MADE UP OF TWO GENERALLY UPRIGHT MEANS WHICH EXRANGED ON THE ROADWAY AND A TRANSVERSE MEANS WHICH EXTENDS OVER THE ROADWAY AND IS CONNECTED TO SAID UPRIGHT MEANS, SAID TWO UPRIGHT MEANS BEING SPACED APART A DISTANCE SUFFICIENT TO PERMIT THE FLOW THEREBETWEEN OF A FIRST VEHICULAR TRAFFIC LANE DIRECTLY ON THE ROADWAY AND SAID TRANSVERSE MEANS BEING SPACED ABOVE THE ROADWAY A HEIGHT SUFFICIENT TO AFFORD CLEARANCE FOR SAID FIRST VEHICULAR TRAFFIC LANE ON THE ROADWAY IN CONSEQUENCE OF WHICH THE ROADWAY ITSELF SERVES AS A FIRST ROAD MEANS OF THE BY-PASS; SAID TRANSVERSE MEANS ITSELF CONSTITUTING A SECOND ROAD MEANS FOR SUPPORTING A SECOND TRAFFIC LANE ABOVE SAID FIRST TRAFFIC LANE; SAID BY-PASS FURTHER INCLUDING THIRD AND FOURTH ROAD MEANS WHICH ARE A SHORT DISTANCE ABOVE THE ROADWAY AND WHICH SUPPORT THIRD AND FOURTH TRAFFIC LANES, RESPECTIVELY, EACH OF SAID THIRD AND FOURTH TRAFFIC LANES, RESPECTIVELY, THE BOTTOM OF A RESPECTIVE ONE OF SAID TWO UPRIGHTS, LATERALLY AWAY FROM SAID FIRST TRAFFIC LANE AND BEYOND THE ROADWAY AND OVER LAND ADJACENT THE ROADWAY, EACH OF SAID THIRD AND FOURTH ROAD MEANS HAVING TWO SIDE EDGES ONE OF WHICH IS CONNECTED TO THE RESPECTIVE UPRIGHT MEANS AND THE OTHER OF WHICH SIDE EDGES IS SUPPORTED ON THE GROUND; SAID BYPASS BEING CONSTITUTED OF A PLURALITY OF INDIVIDUAL UNITS, POSITIONABLE ONE AFTER THE OTHER, TO FORM THE ENTIRE BY-PASS, EACH OF SAID UNITS COMPRISING TWO PANELS CONSTITUTING SAID TWO UPRIGHT MEANS, RESPECTIVELY, THREE PLATE MEANS CONSTITUTING, RESPECTIVELY, SAID SECOND, THIRD AND FOURTH ROAD MEANS, AND A PLURALITY OF JACK MEANS INTERPOSED BETWEEN EACH OF SAID TWO PANELS AND THE ROADWAY AND BETWEEN SAID OTHER EDGES OF SAID THIRD AND FOURTH ROAD MEANS, SAID PLURALITY OF JACK MEANS BEING ADJUSTABLE INDEPENDENTLY OF EACH OTHER THEREBY TO PERMIT THE BY-PAS S TO BE ADAPTED TO THE CONFIGURATION OF THE PARTICULAR TERRAIN WHEREAT IT IS POSITIONED. 